Saturday, July 10, 2021

Dean Sawyer: Attorney circulating petition to gather voter signatures to recall mayor

Fuel Exhaustion: Cessna 172M Skyhawk, N9919V; accident occurred July 08, 2019 near Newport Municipal Airport (KONP), Lincoln County, Oregon
   
A Newport attorney has filed a petition with Newport’s City Recorder and the Secretary of State’s Office, to remove Mayor Dean Sawyer from office based on Federal Aviation Administration (FAA) findings that pilot Mayor Sawyer had violated numerous FAA flight rules. Those rules include “recklessly endangering life or property, failing to conduct mandated aircraft inspections and more than ten years of failing to undergo medical certifications required to fly aircraft.” For all of the above the FAA told Mayor Sawyer that he was barred from flying for 200 days and must comply with all FAA rules and regulations and be re-certified if he wants to fly an airplane again. 


Newport Mayor Dean Sawyer, right, is pictured next to the Cessna 172M Skyhawk, N9919V, that crashed on July 8, 2019.



Mayor Sawyer has maintained that the crash landing was not the result of running out of fuel because, he maintains, he had plenty of gas in his airplane. He says he had sufficient fuel for the the short flight north during which he gave his passengers a birds-eye view of migrating whales passing along the Oregon Central Coast. He said his aircraft suddenly began to lose power so he made a B-line back to Newport. But the plane’s power continued to degrade and all Mayor Sawyer could do was to find a flat piece of beach to land on. The landing was sufficiently rough that an adult woman passenger was seriously injured, but survived. Her son and Sawyer were not injured. Sawyer later arranged a money settlement to compensate the woman for her medical bills.

The FAA investigated the aircraft and apparently the issue of how much gas was aboard the aircraft could not be conclusively confirmed. Sawyer told the FAA inspectors that when he and his passengers took off they had plenty of gas. He said it’s a very short flight from the Newport Airport to Depoe Bay. Sawyer said no one expected a near disaster that described their belly flop landing on the beach just north of the Newport jetties.

Again, Mayor Sawyer was barred by the FAA from flying for 200 days. The FAA said there was probable, but not conclusive findings, that the crash was caused by the plane running out of gas. Mayor Sawyer contends that the plane suffered major damage on impact making a finding of whether or not there was enough fuel on board, difficult to determine. But he continues to maintain he had plenty of gas aboard when he and his passengers took-off to look at the whales.

Meanwhile Newport area Attorney Susan Reese Painter filled out a petition, filed it with Newport City Hall and with the Oregon Secretary of State’s Office, to remove Mayor Sawyer from office in connection with the plane crash and in light of his issues with little or no aircraft inspections while also failing to under-go medical certifications. All are required of American pilots under the supervision of the FAA.

The petitions to recall Mayor Dean Sawyer are expected to hit the streets soon.  Mayor Sawyer contends that he’s been a very positive, active mayor, helping to push Newport forward on a lot issues.  He said the plane crash should not overwhelm his commitment to Newport and its citizens in addition to his years of service as a police officer and a civic leader.


Fuel Exhaustion: Cessna 172M Skyhawk, N9919V; accident occurred July 08, 2019 near Newport Municipal Airport (KONP), Lincoln County, Oregon

Deborah Reasoner looks at an X-Ray image of her upper right arm, which shows the steel plate and screws that now hold the bone together. The fracture was one of many injuries she sustained as a passenger in Newport Mayor Dean Sawyer’s plane when it crash landed in 2019.




Sawyer took this picture while flying over the lighthouse on July 8, 2019.











Aviation Accident Final Report - National Transportation Safety Board 

The National Transportation Safety Board did not travel to the scene of this accident.

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Portland, Oregon

Investigation Docket - National Transportation Safety Board:

https://registry.faa.gov/N9919V

Location: Newport, Oregon
Accident Number: ANC19LA032
Date & Time: July 7, 2019, 17:00 Local
Registration: N9919V
Aircraft: Cessna 172 
Aircraft Damage: Substantial
Defining Event: Fuel exhaustion
Injuries: 1 Serious, 2 Minor
Flight Conducted Under: Part 91: General aviation - Personal

Analysis

The pilot and two passengers were returning from a sightseeing flight. While cruising at an altitude of about 1,200 ft, the engine began to surge between 2,100 and 2,600 rpm. To correct for the surging engine, the pilot switched fuel tanks, enriched the fuel mixture, and applied full throttle, to no avail. Unable to maintain altitude and to avoid undue harm to persons on the ground, he selected an area of hilly, sand-covered terrain for an emergency landing. During the emergency landing, the airplane sustained substantial damage to the wings and fuselage.

The pilot stated that, the day before the accident, the left and right fuel gauges indicated about 3/4 full and 1/4 full respectively; however, he said it was possible that he had run out of fuel.

The airplane had not undergone an annual inspection in 4 years. Postaccident examination revealed that the main fuel line to the carburetor had separated at the carburetor casing and the strainer cable had stretched, releasing any contents that may have been present in the gascolator during the accident sequence. The carburetor half screws were in and safetied but loose and did not appear to be torqued. Brown deposits were observed on the exterior of the carburetor emanating from the carburetor half seam. Although it is evident that the carburetor had been leaking for an undetermined time, blue streaking would have been more likely if a significant and recent fuel loss had occurred. No fuel was found in the remainder of the fuel system, including the wing tanks, associated lines, and carburetor bowl.

Based on the lack of fuel present in the fuel system, it is likely that the pilot miscalculated the amount of fuel onboard before the flight, which resulted in fuel exhaustion and a subsequent loss of engine power.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's improper verification of the fuel quantity during the preflight inspection, which resulted in fuel exhaustion and a subsequent total loss of engine power.

Findings

Personnel issues Fuel planning - Pilot
Personnel issues Incorrect action performance - Pilot
Aircraft Fuel - Fluid level

Factual Information

On July 8, 2019, at about 1700 Pacific daylight time, a Cessna 172 airplane, N9919V, sustained substantial damage during a forced landing following a loss of engine power while in cruise flight near Newport, Oregon. The private pilot and one passenger sustained minor injuries and one passenger sustained serious injuries. The airplane was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed, and no flight plan had been filed. The flight departed Newport Municipal Airport (KONP), Newport, Oregon for a local whale watching flight.

According to the pilot, after locating and circling a pod of whales for viewing, they had decided to return to KONP. While in level cruise flight about 1,200 ft above mean sea level (MSL) the engine began to surge with the rpm fluctuating between 2,100 and 2,600 rpm. In an effort to correct for the surging engine, the pilot switched fuel tanks, enrichened the fuel mixture and applied full throttle, to no avail. Unable to maintain altitude, and in an effort to avoid undue harm to persons on the ground, he selected an area of hilly, sand covered terrain for an emergency landing. During the emergency landing the airplane sustained substantial damage to the wings and fuselage.

In a telephone conversation with a Federal Aviation Administration (FAA) aviation safety inspector (ASI), the pilot stated that the airplane had not had an annual inspection in about 3 years, he had not had a biennial flight review in 5 or 6 years and he did not have a current medical certificate.

A review of FAA records revealed that the pilot's most recent third-class medical was issued July 30, 2004 with the limitation that he must wear corrective lenses and would have expired on July 31, 2006. 

Title 14 Code of Federal Regulations Part 61.23 – Medical Certificate; requirement and durations, states in part:

(a) Operations requiring a medical certificate. Except as provided in paragraphs (b) and (c) of this section, a person
(3) Must hold at least a third-class medical certificate -
(i) When exercising the privileges of a private pilot certificate, recreational pilot certificate, or student pilot certificate, except when operating under the conditions and limitations set forth in §61.113(i);

Title 14 Code of Federal Regulations Part 61.56 – Flight Review, states in part:

(c) Except as provided in paragraphs (d), (e), and (g) of this section, no person may act as pilot in command of an aircraft unless, since the beginning of the 24th calendar month before the month in which that pilot acts as pilot in command, that person has -
(1) Accomplished a flight review given in an aircraft for which that pilot is rated by an authorized instructor and 
(2) A logbook endorsed from an authorized instructor who gave the review certifying that the person has satisfactorily completed the review.

According to the National Transportation Safety Board's (NTSB) Pilot/Operator Aircraft Accident/Incident Report submitted by the pilot the airplane's last annual inspection was completed on June 2, 2015.

Title 14 Code of Federal Regulations Part 91.409 Inspections, states in part:

(a) Except as provided in paragraph (c) of this section, no person may operate an aircraft unless, within the preceding 12 calendar months, it has had—
(1) An annual inspection in accordance with part 43 of this chapter and has been approved for return to service by a person authorized by §43.7 of this chapter; or
(2) An inspection for the issuance of an airworthiness certificate in accordance with part 21 of this chapter.

Wreckage recovery personnel independently confirmed that no fuel was recovered from the airplane's wing tanks, or fuel lines that were removed for recovery.

In a conversation with the NTSB investigator-in-charge (IIC) the pilot stated that the carburetor float had been replaced, and previous mechanical problems with the airplane included a fuel drain on the engine that was difficult to close, and the carburetor leaking fuel. In addition, he stated that he had visually verified two days before the accident that the airplane had about ½ tanks and the day before the accident the fuel gauges indicate about ¾ full and ¼ full respectively; however, it was possible he had
run out of fuel.

An examination of the airplane by an ASI with the FAA revealed that the main fuel line to the carburetor had separated at the carburetor casting during the accident sequence, and the strainer cable had stretched releasing any contents that may have been present in the gascolator. However, no fluid was discovered in the remainder of the fuel system including the carburetor bowl. In addition, during removal of the carburetor bowl it was discovered that the carburetor half screws were in and safetied but loose and did not appear to be torqued, with evidence of fuel leakage at the carburetor half seem.

The closest weather reporting facility is Newport Municipal Airport (KONP), Newport, Oregon. At 1750, a METAR from KONP was reporting in part: wind, 310 at 8 knots; visibility, 10 statute miles; sky condition, clear; temperature, 62° F; dew point 57° F; and an altimeter setting of 30.02 inches of mercury.

History of Flight

Enroute-cruise Fuel exhaustion (Defining event)
Emergency descent Collision with terr/obj (non-CFIT)

Pilot Information

Certificate: Private 
Age: 66,Male
Airplane Rating(s): Single-engine land 
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: Unknown
Instrument Rating(s): None 
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 With waivers/limitations 
Last FAA Medical Exam: July 30, 2004
Occupational Pilot: No 
Last Flight Review or Equivalent:
Flight Time: (Estimated) 1105 hours (Total, all aircraft), 985 hours (Total, this make and model), 1105 hours (Pilot In Command, all aircraft), 1 hours (Last 90 days, all aircraft), 1 hours (Last 30 days, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Cessna
Registration: N9919V
Model/Series: 172M 
Aircraft Category: Airplane
Year of Manufacture: 1974 
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 17264555
Landing Gear Type: Tricycle
Seats:
Date/Type of Last Inspection: June 2, 2015 Annual
Certified Max Gross Wt.: 2299 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time:
Engine Manufacturer: Lycoming
ELT: 
Engine Model/Series: O-320 SERIES
Registered Owner:
Rated Power:
Operator: On file
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual (VMC)
Condition of Light: Day
Observation Facility, Elevation: 
Distance from Accident Site:
Observation Time: 00:50 Local 
Direction from Accident Site:
Lowest Cloud Condition: Clear 
Visibility: 10 miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 8 knots / 
Turbulence Type Forecast/Actual:  /
Wind Direction: 310°
Turbulence Severity Forecast/Actual:  /
Altimeter Setting: 30.02 inches Hg 
Temperature/Dew Point: 18°C / 14°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Newport, OR
Type of Flight Plan Filed: None
Destination: Newport, OR
Type of Clearance: None
Departure Time: 15:30 Local
Type of Airspace: Unknown

Wreckage and Impact Information

Crew Injuries: 1 Minor 
Aircraft Damage: Substantial
Passenger Injuries: 1 Serious, 1 Minor
Aircraft Fire: None
Ground Injuries: N/A 
Aircraft Explosion: None
Total Injuries: 1 Serious, 2 Minor
Latitude, Longitude: 44.580276,-124.058052(est)











Jaden Lake-Kameroff: Terroristic Threatening / Attempted Assault Investigation


An 18-year-old from Bethel grabbed the controls of a Cessna 208B Grand Caravan on a commercial flight Wednesday afternoon in Southwest Alaska and sent the plane into a dive before other passengers subdued him, Alaska State Troopers said.

Jaden Lake-Kameroff was on a Ryan Air flight from Bethel to Aniak with four other passengers when he got up from his seat around 2:44 p.m., troopers wrote in an online statement. He was seated in the second row during the flight, said Lee Ryan, president of Ryan Air.

“Lake-Kameroff had asked the pilot to fly the plane earlier during the flight and initially asked to sit in the unoccupied copilot seat. Both requests were denied by the pilot,” troopers spokesman Austin McDaniel wrote in an email.

About five minutes after Lake-Kameroff asked to fly the plane, the pilot, who was identified as Joshua Kersch in an affidavit, said he felt the yoke go forward and saw Lake-Kameroff pushing forward on the controls.

The plane was about 5 miles from the Aniak airport and in the process of landing when Lake-Kameroff grabbed the controls, McDaniel said. The plane was roughly 1,000 to 1,500 feet above the ground, Kersch told troopers, according to the sworn affidavit signed by Trooper Jason Bohac.

Kersch said he was scared and his main concern was maintaining control of the plane, Bohac wrote.

Passengers on the plane said they “thought we were going to die,” the affidavit said.

One passenger said the pilot pushed Lake-Kameroff back and another passenger grabbed him before they were able to hold him down, the affidavit said. Another passenger described holding him in the seat while the plane landed, Bohac wrote.

The plane landed safely in Aniak, which is about 90 miles northeast of Bethel.

“Our pilot relied heavily on his training procedures and his professionalism and landed without further incident,” Ryan said. “... We’re extremely thankful for the safe outcome and extremely grateful for the passengers and the pilot and (flight) command collectively working together to land safely.”

Lake-Kameroff said he had tried to end his life on the plane by grabbing the controls, the affidavit said. He had talked with behavioral health officials previously but said it hadn’t helped, according to the affidavit.

He is facing charges of second-degree terroristic threatening, five counts of attempted first-degree assault and four charges of third-degree assault. Troopers said the Federal Aviation Administration was notified about the incident.

The U.S. Attorney’s Office for the District of Alaska is working with local, state and federal law enforcement partners, and federal charges will be determined by the outcome of the investigation, spokeswoman Lisa Houghton said in an email.

Two years ago, a 16-year-old took control of a flight after it left Napakiak headed for Bethel and caused the plane to dive. The pilot returned to Napakiak and landed safely. The juvenile suspect’s name was never released.


Any charges reported in this press release is merely accusation and the defendant is presumed innocent unless and until proven guilty.

AK21076117
Location: Aniak
Type: Terroristic Threatening / Attempted Assault Investigation

On July 7, 2021, at approximately 1444 hours, Alaska State Troopers in Aniak were notified that a passenger on a commercial aircraft attempted to crash the plane. 

A preliminary investigation revealed that 18-year-old Bethel resident Jaden Lake-Kameroff was on a commercial flight from Bethel to Aniak with a total of six souls on board. During the flight, Jaden got up from his seat and took control of the yoke causing the  Cessna 208B Grand Caravan to nosedive.

The pilot was able to regain control of the aircraft with the assistance of passengers who pulled Jaden away from the yoke.

The passengers subdued Jaden while the pilot landed the aircraft safely in Aniak. 

Alaska State Troopers in Aniak responded and arrested Jaden on charges of Terroristic Threatening in the 2nd degree, five counts of Attempted Assault in the 1st degree, and four counts of Assault in the 3rd Degree. 

The Federal Aviation Administration (FAA) was notified of the incident.

Loss of Control in Flight: Piper PA-24-180 Comanche, N5840P; fatal accident occurred July 11, 2019 near Ketchikan International Airport (PAKT), Alaska

Michael Patrick Nash
1950-2019 

Michael Patrick Nash
1950-2019 


Aviation Accident Final Report - National Transportation Safety Board

The National Transportation Safety Board traveled to the scene of this accident.

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Juneau, Alaska
Piper Aircraft
Lycoming Engines

Investigation Docket - National Transportation Safety Board:

Law Offices Of Michael P. Nash, P.C.


Location: Ketchikan, Alaska 
Accident Number: ANC19FA033
Date & Time: July 11, 2019, 14:19 Local
Registration: N5840P
Aircraft: Piper PA 24-180 
Aircraft Damage: Substantial
Defining Event: Loss of control in flight
Injuries: 1 Fatal
Flight Conducted Under: Part 91: General aviation - Personal

On July 11, 2019, about 1419 Alaska daylight time, a Piper PA-24-180 airplane, N5840P, sustained substantial damage when it was involved in an accident near Ketchikan, Alaska. The airline transport pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 personal flight.

The pilot departed Friday Harbor Airport (FHR), Friday Harbor, Washington, about 1010 and was destined for Wrangell Airport (WRG), Wrangell, Alaska. The pilot flew this route often and intended to stop at Ketchikan International Airport (KTN) to purchase fuel before continuing on to WRG. On the morning of the flight, the pilot told his spouse that the forecast weather for KTN was, "not so good," and he intended to fly around KTN and continue to WRG if the weather did not improve.

GPS data revealed that the airplane flew a direct route to the KTN terminal area. According to Federal Aviation Administration (FAA) Ketchikan Flight Service Station (FSS) radio transmissions, about 1412, the pilot called KTN FSS 10 miles southeast of KTN with the current weather information for runway 11. About 5 minutes later, the flight crew of an inbound Boeing 737 contacted KTN FSS with intentions to enter a left downwind for KTN runway 11. The accident pilot then reported that he "was hung up" and could not enter a right downwind but would wait for traffic to clear prior to entering a left downwind. There were no further communications from the pilot. Immediately after the pilot’s last radio transmission, the airplane turned left from a heading of about 320° to the southwest. It descended from 775 ft mean sea level (msl), about 500 ft above ground level (agl), to 447 ft msl within 10 seconds (about 1,970 ft/min descent rate) while accelerating from 99 knots to over 111 knots. The last data point was at 1418:18 about 100 ft agl. (see Figures 1 and 2.) 



Pilot Information

Certificate: Airline transport; Commercial; Flight instructor
Age: 68, Male
Airplane Rating(s): Single-engine land; Single-engine sea; Multi-engine land
Seat Occupied: Left
Other Aircraft Rating(s): None 
Restraint Used: 4-point
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): Airplane single-engine; Instrument airplane
Toxicology Performed: Yes
Medical Certification: None 
Last FAA Medical Exam: June 4, 2019
Occupational Pilot: No 
Last Flight Review or Equivalent:
Flight Time: (Estimated) 12580 hours (Total, all aircraft), 400 hours (Total, this make and model)

The pilot’s logbook was not located. The pilot’s spouse stated that he used to fly commercially for various operators. She also stated that he flew his airplane often as part of his law business, but rarely in instrument conditions. She stated that she had not witnessed him conducting an actual instrument flight in many years.

Aircraft and Owner/Operator Information

Aircraft Make: Piper
Registration: N5840P
Model/Series: PA 24-180 Undesignated
Aircraft Category: Airplane
Year of Manufacture: 1959
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 24-921
Landing Gear Type: Tricycle
Seats: 4
Date/Type of Last Inspection: July 10, 2019 Annual
Certified Max Gross Wt.: 2550 lbs
Time Since Last Inspection: 4.1 Hrs 
Engines: 1 Reciprocating
Airframe Total Time: 4724.3 Hrs at time of accident
Engine Manufacturer: Lycoming
ELT: C91 installed, not activated
Engine Model/Series: O-360-A1A
Registered Owner: 
Rated Power: 180 Horsepower
Operator: On file
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Unknown
Condition of Light: Day
Observation Facility, Elevation: PAKT,96 ft msl
Distance from Accident Site: 4 Nautical Miles
Observation Time: 21:53 Local
Direction from Accident Site: 322°
Lowest Cloud Condition: Scattered / 900 ft AGL
Visibility: 10 miles
Lowest Ceiling: Broken / 1400 ft AGL
Visibility (RVR):
Wind Speed/Gusts: 13 knots / 
Turbulence Type Forecast/Actual:  /
Wind Direction: 110° 
Turbulence Severity Forecast/Actual:  /
Altimeter Setting: 30.09 inches Hg
Temperature/Dew Point: 17°C / 16°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Friday Harbor, WA (FHR)
Type of Flight Plan Filed: VFR
Destination: Ketchikan, AK (KTN)
Type of Clearance: None
Departure Time: 10:10 Local 
Type of Airspace: Class E

The terminal forecast for PAKT issued at 0923 and current at the time of departure, expected marginal visual flight rules (MVFR) conditions to prevail with visibility greater than 6 miles, rain showers in the vicinity, and cloud ceiling overcast at 2,500 ft agl. An amended forecast was issued two hours into the flight and predicted temporary instrument flight rules (IFR) conditions from 1200 through 1600 of 1.5 statute miles (sm) visibility in light rain showers and mist, with a ceiling broken at 1,000 ft agl, and overcast clouds at 2,000 ft agl.

The Area Forecast for southeast Alaska was issued at 0914 and was available before departure. The forecast indicated that southeast Alaska from PAKT and south expected occasional ceilings below 1,000 ft agl with isolated visibilities below 3 miles in mist and included an AIRMET for IFR conditions and mountain obscuration over the region.

The PAKT automated flight information that the pilot received before the approach indicated marginal VFR weather with 10 sm visibility, scattered clouds at 900 ft agl, broken ceiling at 1,400 ft agl, and an overcast layer at 3,500 ft agl.

FAA weather cameras at PAKT captured images of the accident area around the time of the accident. The southeast camera view at 1410 and 1420 (1 minute after the accident) revealed that the visibility in that sector was less than 2.5 sm and low clouds obscured the hillside accident site. The south camera images from 1412 and 1422 also showed diminished visibility and obscuration of terrain. (see Figures 3 and 4.)



A search of the FAA Automated Flight Service Station (AFSS) contract provider, Leidos, indicated that the pilot filed a VFR flight plan at 0940. The estimated time of departure was 1000 with an estimated time enroute of 4 hours 30, total fuel on board 6:30, and a planned cruising altitude of 3,500 ft. When asked if the pilot wanted an update of the adverse conditions, the pilot indicated “I think we’re good to go” and the call terminated. The pilot did not request a weather briefing.

Third-party weather vendor ForeFlight indicated that the pilot did have an account but did not request any specific weather briefings or review any static weather imagery prior to the flight. The pilot viewed route airports prior to the flight, which could have included airport weather information, but ForeFlight did not have a record of what the pilot viewed on each airport’s page. It is therefore unknown what weather information the pilot viewed prior to the flight. 

Airport Information

Airport: Ketchikan Intl KTN
Runway Surface Type: Asphalt
Airport Elevation: 92 ft msl 
Runway Surface Condition: Dry
Runway Used: 11
IFR Approach: None
Runway Length/Width: 7500 ft / 150 ft 
VFR Approach/Landing: Traffic pattern

14 CFR Part 93 special air traffic rules for KTN were in effect at the time of the accident. The procedures required that VFR aircraft establish two-way communication with KTN FSS for the purpose of receiving traffic advisories.

Wreckage and Impact Information

Crew Injuries: 1 Fatal 
Aircraft Damage: Substantial
Passenger Injuries:
Aircraft Fire: None
Ground Injuries: 
Aircraft Explosion: None
Total Injuries: 1 Fatal
Latitude, Longitude: 55.30107,-131.65202(est)

The wreckage came to rest on the northwest side of Judy Hill at an average elevation of 380 ft in lightly forested terrain. All major components were located at the accident site. The debris path extended about 300 ft on a heading of 193°. The debris field consisted of long, deep ground scars, wing and empennage sections, and terminated at the inverted main fuselage, engine, and inboard portions of the wings. The wing and empennage separations exhibited rearward deformation and some corresponding tree impact indentations. Propeller cuts were observed on two broken tree sections.

Flight control continuity was established from the cockpit control cable ends to the stabilator, rudder and left and right ailerons, with the exception of the right rudder cable end at the rudder horn attachment, which was not located. The flaps were in the retracted position and the control cables and bellcrank were continuous. Various fractures in the control rod ends and bellcranks exhibited dull, dimpled surfaces and deformation consistent with overload failure. Numerous control cable skin tears were evident in the empennage, indicative of flight control connectivity at the time of impact.

The fuel selector was observed in the “Right Tank” and “To Engine” position. The right fuel tank cap was secure in place and the right fuel tank contained 15 gallons. The left fuel tank was breached due to wing crush damage. 

The primary attitude indicator/gyro unit was removed and disassembled. The instrument components were intact with no evidence of gyro rotor or case scoring.

Engine crankshaft and valvetrain continuity was established. The magnetos produced spark at each terminal and spark plugs indicated normal wear. The carburetor sustained impact damage. No fuel system contamination was observed. The engine-driven vacuum pump drive vanes were intact with no foreign matter present.

Additional Information

Spatial Disorientation

The FAA Civil Aerospace Medical Institute's publication, "Introduction to Aviation Physiology," defines spatial disorientation as a loss of proper bearings or a state of mental confusion as to position, location, or movement relative to the position of the earth. Factors contributing to spatial disorientation include changes in acceleration, flight in IMC, frequent transfer between VMC and IMC, and unperceived changes in aircraft attitude.

The FAA Airplane Flying Handbook describes some hazards associated with flying when the ground or horizon are obscured. The handbook states, in part:

The vestibular sense (motion sensing by the inner ear) in particular tends to confuse the pilot. Because of inertia, the sensory areas of the inner ear cannot detect slight changes in the attitude of the airplane, nor can they accurately sense attitude changes that occur at a uniform rate over a period of time. On the other hand, false sensations are often generated; leading the pilot to believe the attitude of the airplane has changed when in fact, it has not. These false sensations result in the pilot experiencing spatial disorientation.

Medical and Pathological Information

The Alaska State Medical Examiner's Office, Anchorage, Alaska, performed an autopsy of the pilot and determined the cause of death to be multiple blunt force injuries. A focus of calcified atherosclerotic stenosis of no more than 30% was observed in the left main coronary artery.

The FAA Forensic Sciences Laboratory performed forensic toxicology that detected chlorpheniramine in a urine sample and 4 ng/mL in heart blood. Hemoglobin A1C was measured at 7.2% in heart blood. Vitreous and urine glucose test were normal.

Chlorpheniramine is a sedating antihistamine medication that is available over-the-counter in a variety of cold, allergy and sleep aid products. Its intended effects generally occur at blood levels ranging from 10 to 40 ng/mL.

The pilot reported high blood pressure and diabetes on his most recent medical certificate application. He was taking multiple medications to treat the conditions and none of those was considered impairing. He had previously been granted special issuance medical certification because of his diabetes. At his last medical examination the month before the accident, the pilot reported no changes in his medication or health concerns. The aviation medical examiner identified no issues and deferred issuance of a third-class medical certificate to the FAA. The prior special issuance expired June 30, 2019. The pilot did not have a valid medical certificate at the time of the accident.

Information from the pilot’s glucometer indicated that his blood sugar was tested multiple times during the flight, including 5 minutes before the accident. The measurements ranged from 107 to 157 mg/dL, which were in a normal range.

 N5840P flight track (red) and wreckage location.

Photograph of the main wreckage area.

 























Loss of Control on Ground: Piper PA-22-135, N8103C; accident occurred July 10, 2020 at Culpeper Regional Airport (KCJR), Virginia






Aviation Accident Final Report - National Transportation Safety Board

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Dulles, Virginia

Investigation Docket - National Transportation Safety Board:


Location: Culpeper, Virginia 
Accident Number: ERA20CA248
Date & Time: July 10, 2020, 10:25 Local
Registration: N8103C
Aircraft: Piper PA22 
Aircraft Damage: Substantial
Defining Event: Loss of control on ground 
Injuries: 2 None
Flight Conducted Under: Part 91: General aviation - Instructional

Analysis

The private pilot/owner had recently purchased the tailwheel-equipped airplane, and while he had prior experience flying other tailwheel airplanes and had no prior experience in the accident airplane make and model. The purpose of accident flight was to gain experience while flying with a flight instructor.  The pilot was flying in the left seat, which was the only seat equipped with wheel brakes, and the flight instructor was flying in the right seat. After an uneventful flight in the airport traffic pattern, the pilot approached the runway and touched down on the main landing gear. Shortly after the tailwheel touched down the airplane began drifting to the left. The pilot’s rudder inputs were ineffective in correcting the drift and the flight instructor assumed control of the airplane. The flight instructor reported that as he applied right rudder, the pilot applied braking forces that neutralized the flight instructor’s rudder inputs. The pilot eventually let go of the brakes after the airplane departed the left side of the runway, and with full right rudder still being applied by the flight instructor, the airplane veered back onto the runway. The airplane subsequently ground looped and the left main landing gear collapsed. The left wing and the fuselage were substantially damaged. Neither pilot reported any mechanical malfunctions or failures of the airplane that would have precluded normal operation.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot’s failure to maintain directional control on landing resulting in a runway excursion and subsequent ground loop. Contributing to the outcome were the flight instructor’s inadequate remedial actions.

Findings

Personnel issues Aircraft control - Pilot
Aircraft Directional control - Not attained/maintained
Personnel issues (general) - Instructor/check pilot

Factual Information

History of Flight

Landing-landing roll Loss of control on ground (Defining event)
Landing-landing roll Attempted remediation/recovery
Landing-landing roll Runway excursion

Pilot Information

Certificate: Private 
Age: 67, Male
Airplane Rating(s): Single-engine land 
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: Lap only
Instrument Rating(s): None
Second Pilot Present: Yes
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 None
Last FAA Medical Exam: August 17, 2018
Occupational Pilot: No Last Flight Review or Equivalent: September 6, 2018
Flight Time: 510 hours (Total, all aircraft), 1 hours (Total, this make and model), 435 hours (Pilot In Command, all aircraft), 1 hours (Last 90 days, all aircraft), 1 hours (Last 30 days, all aircraft), 1 hours (Last 24 hours, all aircraft)

Flight instructor Information

Certificate: Commercial 
Age: 47,Male
Airplane Rating(s): Single-engine land; Multi-engine land
Seat Occupied: Right
Other Aircraft Rating(s): 
Restraint Used: Lap only
Instrument Rating(s): Airplane 
Second Pilot Present: Yes
Instructor Rating(s): Instrument airplane
Toxicology Performed: No
Medical Certification: Class 2 With waivers/limitations
Last FAA Medical Exam:
Occupational Pilot: Yes 
Last Flight Review or Equivalent: May 1, 2019
Flight Time: (Estimated) 5200 hours (Total, all aircraft), 15 hours (Total, this make and model)

Aircraft and Owner/Operator Information

Aircraft Make: Piper
Registration: N8103C
Model/Series: PA22 135
Aircraft Category: Airplane
Year of Manufacture: 1954 
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 22-2249
Landing Gear Type: Tailwheel
Seats: 4
Date/Type of Last Inspection: November 30, 2019 Annual 
Certified Max Gross Wt.: 1951 lbs
Time Since Last Inspection: 
Engines: 1 Reciprocating
Airframe Total Time: 4285 Hrs at time of accident 
Engine Manufacturer: Lycoming
ELT: C126 installed, not activated
Engine Model/Series: O-290 SERIES
Registered Owner: 
Rated Power: 135 Horsepower
Operator: 
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual (VMC) 
Condition of Light: Day
Observation Facility, Elevation: CJR,315 ft msl
Distance from Accident Site: 1 Nautical Miles
Observation Time: 10:15 Local 
Direction from Accident Site:
Lowest Cloud Condition: 
Visibility: 10 miles
Lowest Ceiling: Broken / 2100 ft AGL
Visibility (RVR):
Wind Speed/Gusts: 6 knots / 
Turbulence Type Forecast/Actual: None / None
Wind Direction: 350° 
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 29.88 inches Hg 
Temperature/Dew Point: 28°C / 21°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Culpeper, VA (CJR) 
Type of Flight Plan Filed: None
Destination: Culpeper, VA (CJR)
Type of Clearance: None
Departure Time: 10:20 Local 
Type of Airspace: Class G

Airport Information

Airport: Culpeper Rgnl CJR
Runway Surface Type: Asphalt
Airport Elevation: 315 ft msl 
Runway Surface Condition: Dry
Runway Used: 04 
IFR Approach: None
Runway Length/Width: 5000 ft / 100 ft
VFR Approach/Landing: Traffic pattern

Wreckage and Impact Information

Crew Injuries: 2 None 
Aircraft Damage: Substantial
Passenger Injuries:
Aircraft Fire: None
Ground Injuries: N/A 
Aircraft Explosion: None
Total Injuries: 2 None
Latitude, Longitude: 38.525554,-77.859725(est)